Control for a modulated clutch and reversible transmission with shiftrestricting inhibitors



April 15, 1969 c. R. HILPERT 3,438, 5

CONTROL FOR A MODULATED CLUTCH AND REVERSIBLE TRANSMISSION WITH SHIFT'RESTRICTING INHIBITORS Original Filed July 19, 1965 Sheet VQMTOM CA OmE-Yf P" 5, 1969 c. R. HILPERT 3 ,469

CONTROL FOR A MODULATED CLUTCH AND REVERSIBLE TRANSMISSION WITH SHIFT'RESTRICTING INHIBITORS Original Filed July 19. 1965 Sheet 3 of a I 011-1% m 'g i i me sis c. R. HILPERT 3,438,469 CONTROL FOR A MODULATED CLUTCH AND REVERSIBLE TRANSMISSION April 15, 1969 WITH SHIFT-RESTRICTING INHIBITORS Original Filed July 19, 1965 Sheet 3 of3 7 I 6 H M H 2 2 1 M A 5 w V we 2/ W 9H 7 .7b 6 Z 6 Z M 9m 00 M J a 22w 5 R m J L. w a a 4.. z 45 .L av Z a l 1 x Z w 2 8 m 7 1 I 2 8..\ 7 a m K 0 m .l z w, 2 m U 1 A 8 Z \l W mm 2 M2 m )M T m w k Z 2 L U a o i 6 z m I m v m I Y )B I Z R B .1 "I m 2A/ ZZZ. l 2 m 9 5 l: 2 I IV 9 6 L; w 1 w o o J r "1 I 7 I O w w w a 5 2 I Y Z w O\6 2w 3 7 Con rad H W% QflTTomEy/ United States Patent i US. Cl. 1923.5 11 Claims ABSTRACT OF THE DISCLOSURE A hydraulic control for a modulated clutch and a transmission drivingly interposed in tandem between the motor and the drive wheels of a tractor and including speed and direction responsive inhibitors which delay engagement of hydraulically actuated transmission clutches for reversing the direction of drive of the tractor until the latter has slowed to a safe speed thereby to allow manual shifting of a selector lever to a reverse drive condition at any time without danger of overstressing the transmission. The modulated clutch is disengaged auto matically each time one of the transmission clutches is disengaged through shifting of the lever, and then is reengaged slowly after one of the transmission clutches once again has been engaged. Under special operating conditions, the inhibitors are disabled partially so as to leave the tractor free to maneuver and reverse directions in a manner required by the operation being performed. In addition, the inhibitors are disabled automatically if the brake system of the tractor should fail so that, regardless of the speed or direction of the tractor at the time of such failure, the transmission can be shifted to a condition to stop the tractor without the restrictions normally imposed by the inhibitors. A ground-driven hydraulic pump serves as a speed and direction sensor for the inhibitors, and also may be used to energize the various clutches while the tractor is being pushed by another vehicle to start the engine.

Cross-reference to a related application This application is a division of my copending application, Ser. No. 473,148, filed July 19, 1965, and now Patent No. 3,348,644.

Background of the invention This invention relates to a control for a power drive system for transmitting energy from a prime mover to a load through a reversible drive transmission. More parparticularly, this invention relates to a control for regulating the energization of the various actuators which selectively complete and interrupt the drive train connecting the prime mover and the load to establish forward or reverse drive of the load.

In the operation of crawler type tractors such as bulldozers, the prime mover or engine is preferably operated at a substantially constant speed to drive hydraulic pumps and the like for powering auxiliary power-operated equipment, such as a hydraulically actuated earth scoop. Yet, it is also desirable to make the vehicle as maneuver-able as possible so that it can be driven in either direction and at various speeds depending upon the job to be accomplished. For changing the direction of the vehicle, a reversible transmission is utilized which may be shifted to forward and reverse drive ratios. A modulated clutch is interposed in tandem between the engine and the transmission and may be disengaged completely to stop the 3,438,469 Patented Apr. 15, 1969 drive of the vehicle or may be operated with varying degrees of slippage to control the speed of the vehicle within any selected drive ratio of the transmission.

While hydraulically actuators operate the clutch and transmission and perform most of the physical work involved in maneuvering the vehicle, the operator still must control the clutch and the transmission to make the proper selections of speed and direction and must concern himself with whether he will overstress the power system in shifting to a reverse direction drive during the many direction changes that take place. He must make the decisions concerning proper shifting and speed selection while performing work tasks requiring manipulation of the many auxiliary drives, all of which becomes quite demanding of his time and concentration while being bounced around on the machine.

Summary of the invention The general aim of this invention is to lessen the demands on the operator who controls such a power drive system by providing a new and improved control which performs many of the control functions automatically. More particularly, it is an object of this invention to make it possible for the operator to control the clutch and the transmission, and thus the starting, stopping, direction of drive and drive ratio of such a vehicle, simply by slamming a manual control member from one drive position to another without worry about whether or not the power drive system will be overstressed even if the new drive ratio selected involves a drive direction change.

A more particular object of this invention is to substantially lessen or eliminate shock and wear on the power system during shifting to drive in an opposite direction with novel inhibitors preventing the engagement of the drive train until the vehicle is going at a speed at which it is safe to do so.

A further object is to provide a control for a power system which inhibits shifting to drive in a direction 0pposite that in which the vehicle is traveling as indicated above, but so as not to limit the maneuverability of the vehicle, and which also permits the operator to disengage the drive train and allow the vehicle to roll in the opposite direction, and thereafter to reengage the drive train to stop the vehicle and again power it in the original direction without shifting the drive ratio of the transmission, even though the vehicle may be rolling back in the opposite direction at the time of such reengagement.

Another object is to provide such a control which not only automatically disengages the modulated clutch each time the transmission is shifted to a diiferent drive ratio, but which also slowly reengages the modulated clutch after the transmission shift has been fully completed.

A related object is to prevent reengagement of the modulated clutch while the transmission is being shifted between drive ratios and thereby minimize the imposition of shock on the transmission.

A more detailed object is to achieve the foregoing through the provision of a control operable to sense and signal the completion of the shift of the transmission and to delay actual engagement of the modulated clutch until the signal is produced even though the manual control member should be set for full engagement of the clutch.

Brief description of the drawings FIGURE 1 is a pictorial illustration of a bulldozer representing one application for the subject invention;

FIG. 2 is a diagrammatic illustration of a drive system for a bulldozer or the like, utilized with an exemplary embodiment of the invention;

FIG. 3 is a diagrammatic illustration of the drive sys- 3 tem and control of FIG. 2 showing some of the control components in more detail;

FIG. 4 is a cross-sectional view of a flow sensing valve used in the control of FIG. 3 with the valve member in moved position;

FIG. 5 is a partial cross-sectional view of the inhibit portion of the control;

FIG. 6 is an enlarged cross-sectional view of a blocking valve shown in FIG. 5 with the valve member of the valve shown in a moved position;

FIG. 7 is an enlarged crosssectional view of an unloading valve shown in FIG. 6, with the valve member in a moved position.

Detailed description While the invention has been shown and will be described in connection with an exemplary preferred embodiment, it will be understood that it is not intended to limit the invention thereto, but it is intended to cover all modifications and alternative constructions falling within the spirit and scope of the invention as expressed in the appended claims.

In FIGS. 2 and 3 is shown an embodiment of a power drive system adapted for powering a load such as the ground tracks of a bulldozer shown in FIG. 1 which is most generally used to move and pile earth and like jobs where frequent starts, stops and reversals of drive direction are common. Motive power is transmitted from an output shaft 12 of a prime mover or engine through a modulated clutch 13, a torque converter 14, and a multi-ratio, reversible drive transmission 16 to an output shaft 18 coupled to the driven load, which in this instance are the tracks of the bulldozer shown. In the following description, it will be assumed for purposes of discussion that the output shaft is connected through appropriate steering means (not shown), a differential 19 and an axle shaft 20, to the drive wheels 21 of endless tracks 21a for a crawler type bulldozer, these latter elements being well known. The engine 10 is a diesel or any other suitable type, and preferably is operated at a substantially high constant speed to supply sufficient input energy to auxiliary power systems through such drive means as an auxiliary drive shaft 22, directly connected to the drive train between the engine and the modulated clutch so that disengagement of the modulated clutch does not disengage the auxiliary system. An example of such an auxiliary power system is an engine driven pump 23 (FIG. 2) and associated fluid pressure supply including a sump 24 and a pressure regulator '25. The engine pump supplies pressure fluid for actuating the modulated clutch and the brakes of the tractor, as well as for such systems as hydraulic means for raising and lowering, or tilting and retracting an earth scoop 17 (FIG. 1).

The modulated clutch 13 is designed to operate continuously with any degree of slippage, determined by the pressure with which its interleaved friction plates are pressed together. This clutch is sturdily constructed and capable of engaging and disengaging under full speed and load, particularly because of the cushioning effect of the tandem-connected torque converter 14. Further details regarding the specific construction of the modulated clutch and the cooling thereof may be had by reference to Hilpert Patent No. 3,202,018. It will sufiice here simply to observe that interleaved sets of friction discs 26 and 27 (FIG. 3) respectively splined to the engine flywheel and the torque converter input shaft 28 are urged into engagement by a modulating actuator including a piston member 29 which is urged to the right with a force proportional to the pressure of hydraulic fluid introduced into an annular chamber 30. The greater the pressure in that F chamber, the more the piston is forced to increase the frictional engagement of the discs, resulting in less slippage of the latter and an increase in the driven speed of the torque converter input shaft relative to the speed of the engine shaft 12.

The torque converter 14 may be one of several known types having a fluid reservoir and rotating vanes for torque transmittal between the converter input shaft 28 and a converter output shaft 40. The output shaft connects with a transmission input shaft 41 through a universal coupling 42. The multi-ratio transmission 16 may take any one of a variety of specific forms, but in general terms, it includes a plurality of clutches engageable in different patterns or combinations to establish selectively any one of a plurality of drive ratios between its input shaft 41 and the output shaft 18. As here shown, the input shaft 41 is formed with an input gear 42 which drives forward and reverse layshafts 44 and 45. Such drive of the forward layshaft occurs directly through a spur gear 46, while drive of the reverse layshaft is through an idler gear 47 to a spur gear 49. The two layshafts are thus driven in opposite directions.

To provide two ratios of forward drive, two gears 50 and 51 are journaled on the layshaft 44 and respectively mesh with gears 52 and 54 rigidly carried on the output shaft 18. Multi-disc clutches 55 and 56 are selectively engageable to connect the gear 50 or the gear 51 to the layshaft 44, thereby to establish first or second forward drive ratios. Similarly, two gears 57 and 59 journaled on the reverse layshaft mesh with gears 52 and 54 fixed on the output shaft and are selectively locked to the reverse layshaft by engagement of clutches 60 or 61, respectively, thereby to drive the output shaft 18 in a reverse direction with either of two ratios. Thus, by engaging clutches 55, 56, 60 or 61, the transmission 16 is set to produce first forward, second forward, first reverse, or second reverse drive ratios between the input shaft 41 and the output shaft 18 of the transmission. Each of the four transmission clutches is associated with a selectively energizable actuator to control its engagement or release. While these and other actuators shown and used in the example can be either mechanically or electrically energized, in the embodiment shown each such clutch is hydraulically actuated and includes a piston 62 movable within a chamber 64 in response to the introduction of pressure fluid into the chamber so as to compress and drivingly engage the interleaved friction discs 65.

The admission of pressure fluid from the engine pump 23 into any one of the four clutches, or the venting of fluid from the clutches back to the sump 24, is controlled by regulation of a selector valve 66 which is connected to the various piston chambers 64 by hydraulic conduits 67. To transmit pressure fluid to the valve, fluid conduits 68 and 68a connected by a flow sensing valve 69 (FIG. 2), extend between an outlet port on the engine pump and an inlet port 71 in the housing 72 of the valve. Journaled to pivot about a shaft 74 is a hollow selector pipe 75 which is alined to receive fluid from the inlet port and to transmit the fluid to one of the outlet ports 76, 77, 78 or 79 each connecting with one of the conduits 67, and each positioned to aline one at a time with the mouth of the pipe 75 as it is pivoted about the shaft. A detent mechanism (not shown) holds the selector pipe in alinementwith each port after it is so positioned. By alining the pipe with one of the outlet ports, pressure fluid is supplied from the conduit 68 to a conduit 67 to activate one of the transmission clutches and thus shift the transmission to the associated drive ratio. At the same time, the other outlet ports are opened to an interior cavity 72a in the housing which is connected 'by a conduit 84 to the sump 24, thereby assuring that the other piston chambers are not pressurized.

To shift the drive ratio of the transmission, a control member in the form of a handle 85 (see FIG. 3) is connected through a control assembly 86 and rods 87 and 87a acting through a bellcrank 88 to move an extension 75a on the selection pipe of the selector valve. The handle may be moved by the operator into various slots or positions within an aperture 89 in a control plate 91, corresponding to the second reverse, first reverse, neutral,

first forward and second forward drive ratios of the transmission. The handle is pivotally attached to a yoke 94 by a pin 92 and to a yoke 96 supported on the end of rod 87 by a pin 95. The yoke 92 is pivotally supported by trunnions 99 journaled in the frame 98 and providing a bearing for the rod 87 at the bottom such that sidewise movement of the handle pivots the yoke and an attached ear 100 about a vertical axis, while vertical movement of the handle moves the rod 87 up and down to actuate the selector valve by turning the selector pipe 75.

In accordance with one aspect of the invention, movement of the handle 85 to shift the transmission drive ratio also automatically disengages the modulated clutch 13 to disconnect the drive train during the time the transmission is being shifted. For this purpose, a pressure regulating means in the form of a modulated clutch control valve 101 is connected by a rod 102 to the ear 1100 on the control arm 85. This control valve receives pressure fluid from the engine pump 23 through hydraulic lines 104 and 68:: connected through an unloading valve 70, and delivers fluid to the modulating actuator of the modulated clutch by hydraulic lines 105, 105a connected through a decelerator valve 106.

As shown in FIG. 3, the control valve 101 includes a housing 108 in which an elongated internal cavity 109 is formed opening to one end of the housing, this open end being closed by an end cap .110 fastened to the housing and including a cylindrical opening 112 extending therethrough and alined with the cavity. The portion 109:: of the cavity opposite to the cap is cylindrically shaped with a pressure fluid inlet port 114, a pressure fluid outlet port 115 and a sump port :116 connecting therewith. A valve spool 118 is disposed for movement back and forth in the cavity, with movement to the right (see FIG. 3) closing off the inlet port, and movement to the left uncovering the inlet port and allowing fluid to pass to the outlet port, with the pressure of the flow from the outlet port being equal to the pressure of the fluid entering the inlet port minus the pressured drop at the inlet port, as determined by the positioning of the spool. Fluid at outlet port pressure is transmitted through a passage 121 connecting the outlet port 115 to the end of the cavity 109a, such fluid exerting a force on the spool urging it to the right. This fluid generated force requires that the force necessary to move the spool to the left to open the inlet port be directly proportional to the pressure of the fluid passing through the outlet port, plus the relatively small force exerted by a spring 120 acting to move the spool to the right to the closed position.

To actuate the spool with movement of the handle 85, the rod 102 connecting with the ear 100 on the control asembly extends through the opening 112 in the end cap and passes through a center opening 125 in a pressure rise piston 124 positioned for reciprocating movement in the enlarged right end of the internal cavity 109 of the valve, and dividing it into a sump cavity 109!) and a pressure cavity 1090. A conduit 129 connects with line 84 to vent the sump cavity to the sump 24. A series of orifices 126 in the side of the rod 102 connects with an internal passage 128 extending through the rod to the sump cavity. Positioned between the pressure rise piston and the spool is a spring 130 which transmits a force to the spool proportional to the positioning of the piston, with the force increasing as the piston is moved to the left in the cavity.

For opening the valve 101, that is, to move the spool 118 to the left to decrease the pressure drop across the inlet port 114 and thus increase the pressure passing through the outlet port 115, pressure fluid is introduced into the cavity 1090 through a pressure fluid inlet 131 and forces the pressure rise piston 124 to the left tending to compress the spring 130. The spring, in being compressed, exerts an increasingly larger force on the spool moving it to the left. Movement of the piston ceases when flow occurs through the orifices 126 and passage 128' in the rod 6 102 to the cavity 10% to thereafter hold the fluid pres sure in cavity 1090 constant. The fluid pressure in cavity 109a stabilizes at that necessary to exert a sufficient force on the piston which by acting through the spring 130, balances the opposing forces on the spool resulting from the spring 120 and the pressure of the outlet port fluid in the spring cavity acting to move the spool to the right.

After the piston 124 reaches the equilibrium position where the forces on the spool 18 are equal, both the spool and piston remain substantially motionless, since an increase in the forces on the piston in either direction merely moves the piston to uncover or cover the orifices 126 and thus cause an increase or decrease in the pressure of the fluid in cavity 1090 sufiicient to offset the change in force. Movement of the rod 102 in either direction covers or uncovers the orifices 126 and causes a pressure change in cavity 1090 resulting in the piston being moved to a new position even with the orifices 126 to change the forces acting to move the spool to the left and thereby reposition the spool to effect a different pressure regulation on the fluid passing through the valve. A return spring 132 in the cavity 10921 acts to return the piston to the right when the pressure in cavity 1090 is decreased.

By this construction, all the force for moving the spool 1'18 to the left against the action of the outlet fluid pressure is supplied by the pressure fluid introduced in the pressure cavity 109a, and the only force necessary to actuate the valve 101 is that necessary to move the rod 102. Also, the handle and rod 102 remain where positioned unless physically moved by actuation of the handle since the actuating forces for the valve 101 are provided by the pressure fluid and no other forces are exerted on the rod urging it in either direction.

From the foregoing, it can be seen that movement of the handle 85 sidewise to move rod 102 back and forth regulates the pressure drop across the valve 101 to vary the pressure of the fluid supplied to the modulating actuator. In this manner, the degree of engagement of the modulated clutch is controlled by moving the handle sidewise in any one of the horizontal drive ratio selection slots in the plate 91. Movement of the handle to the left far enough that it can be moved vertically to another slot moves rod 102 to its right limit of travel to permit the spool to completely close the inlet port 1 14, as shown in FIG. 3, thereby automatically disengaging the modulated clutch as an incident to shifting the drive ratio of the transmission.

In accordance with another novel aspect of the control, the modulated clutch 13 is held disengaged until the transmission clutches are engaged during a drive ratio shift of the transmission, thus assuring that the shock of connecting the drive train is absorbed by the modulated clutch rather than by the transmission clutch. For this purpose, means are provided for sensing when the transmission is engaged, by sensing when the transmission clutch associated with the drive ratio selected is engaged, and the modulated clutch is held disengaged until this means signals that the transmission clutch is engaged. To sense when the transmission clutch is engaged, the means includes a flow sensing valve 69 connected between the conduits 68, 68a (FIG. 2) which transmit the pressure fluid for activating the transmission clutches. This valve is actuated from a first condition, where a valve member 146 is positioned to the left in a valve cavity 147 (as shown in FIG. 3) to a second condition where the valve member is shifted to the right (as shown in FIG. 4) by fluid flowing to the transmission clutches. Conduit 68a transmits pressure fluid from the pump 23 to a conduit 151 in the housing adapted to be closed to fluid flow when the valve member is in the furthermost position to the left. An orifice =152 connects the downstream end of the conduit 151 with a port 154 connected by a conduit .155 to the right end of the valve cavity. Pressure fluid is carried from the flow sensing valve 69 to the selector valve 66 by conduit 68 connecting with port 154 while a conduit 156 connecting through an orifice 157 to the valve cavity conducts pressure fluid to the inlet port 131 of the valve 101 for actuation of the pressure rise piston 124. A conduit 158 connects the conduit 156 to a port 158a positioned adjacent a port 159 which alines with an indent 146a formed in the side of the valve members 146. This indent is positioned to permit fluid flow between ports 158a and 159 when the valve member is actuated to the right. A conduit 160 connects the port 159 to the conduit 129 leading to the sump 24.

In operation, assuming there is no fluid flow through conduits 151 and 68, i.e., while pressure fluid may exist therein, it is substantially static, the side of the valve member 146 upstream of the orifice 152 exposed to conduit 151 and the downstream side of the valve member connecting with conduit 155 are exposed to equal fluid pressures, permitting a spring 162 to hold the valve member in the left position (see FIG. 3). With the advent of fluid flow through the conduit 68, resulting from opening the selector valve to permit momentary fluid flow to one of the clutch actuators, the pressure on the downstream side of the valve member 146 drops thus lowering the pressure of the fluid in the conduit 155 and causing a difference in fluid pressures on the upstream and downstream sides of the valve member. Since the pressure in conduit 151 is now higher, the valve member is moved to the position shown in FIG. 4. Fluid flow now passes through passage 151, orifice 152 and on through the conduit 68, with the pressure drop across the orifice still re sulting in unequal fluid pressures acting on the valve member to urge it to the right. The valve member now moves past port 154 to partially by-pass fluid flow around the orifice 152 and increase the flow through conduit 68 for quicker actuation of the transmission clutch. After the selected transmission clutch is fully engaged, the flow to the associated actuator ceases and the pressure on the downstream side of orifice 152 rises to equal that in conduit 151, thereby equalizing the fluid pressures acting on the valve member to allow it to move back to the left position, with movement of the valve member to the left signaling that the transmission clutch is engaged.

With movement of the valve member 146 to the right, fluid flow is permitted from the port 158a to the port 159 through the indent 146a thereby to connect the conduits 156 and 158 to the sump and dump any pressure fluid in cavity 1090. The modulated clutch 13, which was already disengaged by movement of the handle 85 out of one of the horizontal segments of the slot 89, is thereby held disengaged for a short time even though the handle is moved back into one of the horizontal segments. When the flow through conduit 68 ceases, indicating that the shifting of the transmission is completed, the valve member 146 again moves to the left, pressure fluid may again build up in the control valve cavity 1090 as heretofore described, and the modulated clutch 13 is thereby engaged. To ease the strain of connecting the drive train, the modulated clutch is engaged slowly and, for this purpose, pressure fluid flow to the cavity 1090 of the valve 101 for opening the valve and engaging the modulated clutch, must pass from the conduit 68a to the conduit 156 through the conduits 155, the valve cavity 147 and the orifice 157, with the orifice limiting the rate of flow to effect a slow opening of the modulated clutch conrtol valve.

To provide added versatility in the control system by allowing the operator to decelerate or reduce the ground speed of the bulldozer by actuation of a foot operated control member, a foot pedal 168 is provided (see FIG. 3) and may be depressed to reduce selectively the degree of engagement of the modulated clutch. Actuation of the foot pedal progressively closes an associated deceleration valve 106 to reduce the pressure of the fluid passing therethrough to the modulating actuator in a manner similar to that of the valve 101, with the exception that the pressure regulation is proportional to the degree of actuation of a foot pedal on the bulldozer, and the deceleration valve is spring biased so that, when the pedal is released, it will open. The deceleration valve includes a spool 170 positioned in a spool cavity 171 which, when moved to the right under the force of a spring 172, progressively closes an inlet port 173 connecting with the conduit 105 to effect a pressure drop on the pressure fluid passing through conduits 195 and 105a connecting with the modulating actuator of the modulated clutch 13. The pressure drop is proportional to spool movement to the right, which is effected by depressing the clutch pedal. Normally the spool is held in the left position by a spring 174 acting through a piston 175, since spring 174 is made to exert a greater force than spring 172. Pressing on the pedal acts through a rod 176, a spring 177, a sleeve 178, a piston 179 and a rod 180 to move piston 175 to the right and compress the spring 174. The spring 172 is then permitted to move the spool 170 to the right, with the amount of movement determining the pressure drop impressed on the fluid passing through the valve thereby regulating the degree of engagement of the clutch by regulation of the pressure of the fluid passing to the modulating actuator. By depressing the pedal 168 fully, the port 173 is closed to completely disengage the modulated clutch.

In accordance with another feature of the invention, the operator may slam the shifting control handle 85 from any drive ratio to any other drive ratio, whether forward or reverse, without concern about the speed or direction the bulldozer is then moving. If, however, the shift involves a change in the direction of drive, that is, if the new drive direction selected is opposite to that in which the vehicle is then moving, the control inhibits the actual shifting until the ground speed is reduced to a safe predetermined value, at which time the control eifects the shifting.

To inhibit shifting to an opposite direction at an unsafe speed, means are provided to detect and signal the direction the vehicle is then moving and, when movement of the shifting handle initiates a change in the transmission drive ratio, means responsive to such signaling prevents shifting to any drive ratio which will drive the output shaft and ground wheels in the opposite direction and thus severely shock and strain the power drive system. The detection means shown in this exemplary embodiment is a reversible hydraulic pump 196 (FIG. 2) which is driven directly by the output shaft 18 and which supplies a signal in the form of a pressure fluid flow indicative of the direction the shaft is turning, and thereby indicative of the direction the vehicle is moving. The means responsive to this pressure fluid flow takes the form of blocking valves in the pressure fluid lines connecting with the individual transmission clutches to prevent their engagement when not desirable. As shown in FIG. 3, blocking valves 181, 182, 184 and 185 are connected in the pressure lines 67 leading to the transmission clutches, with the former two valves being associated with the forward drive ratio clutches and the latter two being associated with the reverse drive ratio clutches. These valves each include an internal cavity 186 (see FIGS. 5 and 6) in Which is positioned a valve member 188. An inlet port 189 and an outlet port connect in the conduit 67 such that, with the valve member in the position illustrated in FIG. 5, pressure fluid may pass through the cavity between the inlet and outlet ports for activating the associated transmission clutc-h.

With movement of the valve member 188 to the position shown in FIG. 6, the inlet port 189 is closed to prevent flow between the ports 189 and 190 and thereby prevent engagement of the related clutch. To actuate the valve member for closing the inlet port, a signal in the form of pressure fluid introduced into a port 191, exerts a force on the valve member suflicient to overcome the force of a spring 192 and thus to move the valve member upward past the inlet port. An internal passage 194 in the valve member is positioned to communicate with a second outlet port 195 connecting with a conduit 196 leading to the sump 24, to relieve any pressure fluid from the portion of the conduit 67 leading to the clutch actuator and thereby assure that the associated clutch is disengaged when a blocking valve is closed.

To supply the pressure fluid for actuation of the appropriate blocking valve to the closed position, means are provided for sensing and signaling the direction the bulldozer is moving, by sensing the direction of rotation of the output shaft 18 couped directly to the groundwheels. In this embodiment, the sensing means takes the form of a reversible hydraulic pump 196 (see FIGS. 2 and 5) which is driven by a shaft 198 coupled to the output shaft 18 by a pair of mated gears 199. Thus, the pump 196 is ground driven in that it is directly coupled to the output shaft to be driven in the forward and reverse directions upon rotation of the ground wheels of the bulldozer.

Depending upon which way the pump 196 is being driven, it receives hydraulic fluid from the sump 24 through conduits 201 or 202 connecting with conduits 204, 205 leading from the pump. One-way valves 206 are positioned in the conduits 201, 202 to prevent fluid passing through the outlet side of the pump from returning directly to the sump. Conduits 204, 205 transmit pressure fluid from the ground driven pump to the opposite ends of an inhibit valve 208 which, depending on which way the pump is being driven, is actuated to a first or second position, thereafter directing pressure fluid to actuate the forward drive or reverse drive blocking valves, respectively. The inhibit valve includes a spool 209 positioned to be moved endwise in a cavity 210, with the spool being moved to the left end or first position when the pump 196 is being driven in the direction corresponding to forward motion of the vehicle, since fluid is pumped up through the conduit 201 and out through 205 to the right end port 205a of the valve. Conversely, with the vehicle going backwards, pump 196 supplies pressure fluid through conduit 204 to the left end port 204:: of the inhibit valve to act on the spool and urge it to the right.

Pressure fluid from the engine pum 23 is supplied through a conduit 211 to a port 212 of the inhibit valve 208 such that with the spool moved to the right position, pressure fluid is supplied through an indent 109a to a port 214 and, with the spool moved to the left position, pressure fluid is supplied through an indent to a port 215. Connecting with these ports are conduits 220, 221 connected through a shut-off valve 222 to conduits 220a, 221a respectively. By this arrangement, forward drive of the ground driven pump 196 actuates the spool 209 to the left and causes pressure fluid to be supplied to actuate the reverse inhibit blocking valves 184, 185, and reverse drive of the ground driven pump shifts the spool 209 to the right and causes pressure fluid to be supplied to actuate the forward inhibit blocking valves 181, 182. Conduits 216 connect one port 214 or 215 not being supplied with pressure fluid to a conduit 214a leading to the sump to assure that no pressure fluid exists in the inhibit blocking valves corresponding to the direction the vehicle is moving. With the ground driven pump being driven in either direction, actuation of the spool 209 to one end or the other of the cavity 210 immediately connects the output of the ground driven pump to the sump through conduits 217 connecting through the conduit 214a to the sump, and through conduits 218 connecting through the unloading valve 70 and conduit 231 to the sump. The inhibit valve thereby unloads the pump to greatly reduce power losses in the system.

Also during the time the vehicle is standing still and the ground driven pump is not being rotated, the spool 209 of the valve 208 is automatically centered in the position shown in FIG. 5. This is accomplished by supplying pressure fluid from the engine driven pump through conduit 211 to both ends of the valve 208 through connecting conduits 226, 228. With the spool centered, the conduits 217 at each end of the valve are closed and equal pressure exists at both ends of the spool. If one conduit 217 is opened by the spool not being positioned in the center, flow exists therethrough to drop the pressure at that end of the spool, and by the use of orifices 229 and 230 to limit the flow thereto, the pressure fluid at the opposite end of the spool exerts a force tending to move the spool to the center position until the pressure is equalized by both conduits being closed. In the system just described, the blocking valves are actuated immediately upon the ground driven pump being actuated, however, by limiting movement of the spool until the output of the pump reaches a certain predetermined speed other than anything greater than zero speed as here, the speed at which the inhibit control functions may be varied.

Advantageously, under certain emergency conditions, the inhibit control may be disabled so that shifting to a drive direction opposite to the existing direction of movement of the vehicle is allowed. Such a condition may exist where the brakes fail thereby making it desirable to shift to a reverse direction to stop movement of the bulldozer. For this purpose, the shut-off valve 222 is connected between the inhibit valve 208 and the blocking valves and, in response to a signal indicating that operating condi tions of the power system make it desirable to shift to a reverse direction, that is, the failure of the brakes, the valve 222 shuts off all actuating fluid flow to the blocking valves to disable the inhibit system.

In this exemplary embodiment, the shut-off valve is connected to a brake line 232 (FIGS. 2 and 5) receiving pressure fluid from a suitable source (not shown) for activation of the brake. One brake (not shown) is associated with each end of the axle shaft 20, and may be engaged by selectively depressing either a left or right brake pedal 234 (FIG. 2). For instance, to turn the vehicle to the right, the right pedal 234 is pressed to open a valve 235 and permit pressure fluid to pass from line 232 to the brake actuator to slow rotation of the right end of axle 20. A minimum fluid pressure is maintained in the brake line 232 at all times, and the absence of pressure fluid signals a brake failure. This pressure fluid is supplied to the left end of a cavity 240 of the shut-off valve 222 through a port 241 (FIG. 5) and ordinarily maintains a spool 242 at the right hand position in the cavity as shown in the drawing. In this position, a spring 244 is compressed, and conduits 220, 221 communicate with conduits 220a, 221a leading to the blocking valves to permit normal functioning of the inhibit control. In the absence of pressure fluid in line 232, as caused by failure of the brake system, the spool 242 is moved to the left position by the spring 244 to close off fluid flow to the conduits 220a, 221a while simultaneously connecting these conduits to the sump through conduits 223 and 160. This automatically disables the inhibit control with the occurrence of a condition in the system resulting in the need of being able to shift to a reverse drive ratio.

In the present instance, the often used rollback maneuver is made possible by the control. By this maneuver, the bulldozer is driven forward or backward up a hill, then by disengagement of the modulated clutch 13, allowed to rollback, followed by subsequent engagement of the modulated clutch which stops and again drives the bulldozer uphill. Such a maneuver is used frequently in such tasks as piling earth, and by this control may be performed even though the inhibit control would normally prevent it.

Means are provided for disabling the inhibit control so long as the transmission is not shifted to a new drive ratio. By constructing the blocking valves 181, 182, 184 and 185 such that, with the existence of pressure fluid in one of the lines 67, the associated valve cannot close, the valves themselves serve as disabling means to prevent the inhibit control from functioning if the associated transmission clutch is already engaged. When the blocking valves are in the position shown in FIG. 5 and pressure fluid flow is introduced in one of the conduits 67, for instance through valve 181, thereby shifting the transmission to the second forward drive ratio, the presence of this pressure fluid in the valve cavity above the valve member 188 exerts a force on the valve member tending to hold it in the down, or open, position. Acting additively with this fluid-exerted force is the force of the spring 192. If the modulated clutch is released now, assuming the vehicle is being driven forwardly uphill, the bulldozer will roll backwards. This drives the ground driven pump 196 in the reverse direction which moves the spool of valve 208 to the right, and permits pressure fluid to flow from conduit 211, via port 212, port 214 and conduits 220 and 220a. Such pressure fluid ordinarily would actuate the forward inhibit blocking valves 181, 182 to the closed position. Since, however, the pressures of the fluid acting on both sides of the valve member of valve 181, i.e., that entering port 191 from the inhibit valve 208 and that entering port 189 from the selector valve 66, are substantially the same, because they both stem from the unloading valve, and since the spring 192 is also acting to hold the blocking valve member in the open position, the blocking valve is prevented from closing. By this arrangement, even though the bulldozer is moving backward at a high speed, the operator can still reengage the drive train by engaging the modulated clutch to drive the vehicles forward. Of course, the same would be true also if the vehicle were permitted to roll forward while transmission is engaged in a reverse drive ratio.

This maneuver is permitted because the modulated clutch 13 is constructed to withstand the shock of stopping the vehicle prior to powering it in the opposite direction. Any action, however, by the operator to shift to another drive ratio relieves the pressure in line 67 during the time the selector valve 66 is being actuated, and the blocking valve member 188 is immediately permitted to move the closed position. Once in the closed position, the presence of pressure fluid in line 67 does not affect the blocking valve since it is prevented from entering the valve cavity 186 from the port 189. The operator must thereafter either shift to a drive ratio corresponding to the direction the vehicle is then moving or must brake the vehicle to a slow speed before he can shift to a reverse direction.

In bulldozers and similar earth moving equipment which are left outside frequently, the necessity to pushto-start the vehicle with another vehicle occurs frequently. While hydraulically actuated drive train components are desirable in reducing operator fatigue, problems are presented where the drive train must be engaged with the engine not running for permitting starting of the engine by rotation of the drive wheels. To meet the problem, ground driven pumps have been utilized in the past, however, the normal time of usage is very small since the pump is usually disabled during normal operation of the vehicle because an engine driven pump is more desirable for use when the engine is running, as the power output does not vary with ground speed.

Herein, the ground driven pump 196 for supplying the direction of movement signal for the inhibit control is utilized also to provide power for the hydraulically actuated components regardless of which direction the vehicle is being pushed until such time as the engine driven pump 23 can supply sufficient power for such components. Thereafter, the ground driven pump is automatically disconnected from the main hydraulic system and reconnected for supplying the signal for the inhibit control heretofore described.

To meet these objectives, control means are provided for automatically connecting the engine driven pump to the hydraulic system for supplying pressure fluid thereto so long as the output pressure from the engine driven pump is above a predetermined amount, and if it falls below a predetermined amount, the ground driven pump is connected to supply pressure fluid to the system. In the exemplary embodiment, this automatic control means takes the form of an unloading valve 70 (FIGS. 5 and 7) having a valve cavity 246 with an included valve member 248 which, when the engine is not running, is normally held in the position shown in FIG. 7 by a spring 248a acting between the valve member and one end of the cavity. When the valve is in the position shown in FIG. 5, output fluid from the engine driven pump passes from conduit 68b to conduit 68a through ports 249 and 250 for pressurizing the hydraulic system in the normal manner. Pressure fluid from the ground driven pump carried by conduit 218, after it passes through the inhibit valve 208, is transmitted to the sump 24 through port 251, around the indent 252 of the valve member 248, and out of port 254 and connected conduit 231 leading to the sump. Thus the ground driven pump is unloaded and the engine driven pump is connected directly to the hydraulic system.

When the engine is stopped, the output of the engine pump 23 drops along with that of the ground pump 196, and the spring 248a returns the valve member 248 to the left position as shown in FIG. 7. When in this position, the engine pump is connected to the sump through a passage 255, an orifice 256, a port 259, port 254 and conduit 231. The ground driven pump is connected to the hydraulic system since port 251 now communicates with port 250 and conduit 68a. Pushing the vehicle drives the ground driven pump through rotation of the ground wheels and output shaft, which ground pump thereafter supplies pressure fluid to the system for engaging the modulated clutch and transmission clutches in accordance with the settings of the control members. Output fluid under pressure is also supplied through port 255a in the unloading valve to the spring cavity to exert a force on the valve member tending to hold it in this left position. During this period, the inhibit valve spool 209 will be moved to one end or the other in the valve cavity 210 permitting some flow through conduits 217 and 214 although the sump restrictions 258 in conduits 217 limit this flow so that most of the flow from the ground driven pump passes through conduits 218.

After the engine starts, the output fluid pressure from engine pump 23 rises and enters the unloading valve 70 through port 249 to exert a proportionally greater force on the valve member 248 urging it to the right. The output fluid pressure from the engine pump is ultimately greater than that from the ground driven pump 196, therefore the force on the valve member exerted by the engine pump output fluid will begin movement of the valve member to the right. Initial movement in this direction closes oflf port 254 with respect to port 259 through which fluid from the engine pump has been passing to the sump, thereafter trapping all the engine pump output fluid in the valve. The valve member is immediately moved to the right with a positive action to permit flow between ports 249 and 250, thus connecting the engine driven pump to the hydraulic system and the ground driven pump to the sump as shown in FIG. 5 and heretofore described.

By this control arrangement, the ground driven pump is always automatically connected to the hydraulic system when the engine driven pump output pressure drops, for instance when the engine is stopped, and the engine driven pump is automatically connected to supply pressure fluid to the hydraulic system when its output pressure rises to a predetermined level. The ground driven pump thereby serves the dual purpose of signaling the inhibit control and pressurizing the hydraulic system during pushto-start operation.

Summary of operation Assuming that the tractor is at rest and that it is necessary to push the tractor to start the engine, the unloading valve 70 is positioned as shown in FIG. 7 so that the ground pump will force pressure fluid into the system through ports 251 and 250 and conduit 68a. Since both sides of the ground pump are connected to the port 251 by conduits 218, fluid will be supplied to the system regardless of which direction the tractor is pushed.

After the engine has started, the pressure from the engine pump 23 shifts the unloading valve 70 to the position shown in FIG. so that the system is operated at engine pump pressure. The ground pump 196 then is unloaded automatically and is connected to the sump through the conduit 231, the ground pump now serving only as a speed and direction sensor to actuate the inhibit valve 208.

Assuming the tractor was pushed in a reverse direction to start the engine, the inhibit valve 208 (FIG. 5) is shifted to the right position and directs pressure fluid from the engine pump 23 to the forward blocking valves 181 and 182 thereby preventing engagement of the forward clutches 55 and 56 until the tractor has slowed to a safe speed. To shift the tractor to movement in a forward direction, the operator need only shift the lever 85 to a forward position without worry as to whether the tractor is traveling at a safe speed.

At this time, both the modulated clutch 13 and the engaged reverse clutch 60 or 61 are released. When the tractor slows to a predetermined safe speed, the inhibit valve 208 shifts to its centered position (FIG. 5) thereby connecting the blocking valves 181 and 182 to the sump and relieving these valves of their inhibiting function. Thus, fluid may pass through the selector valve 66 to one of the forward clutches 55 or 56, Fluid flow to the forward clutch is sensed by the flow valve 69 and, when the flow is static, the valve shifts to allow fluid to pass to the modulated clutch 13 through the control valve 101. Accordingly, the modulated clutch is held disengaged until the forward clutch is engaged to insure that the shock of connecting the drive train will be absorbed by the modulated clutch. During forward travel of the tractor, the operator may, at his option, depress the decelerator pedal 168 to reduce the speed of the tractor.

If it is desired to perform a rollback maneuver while the tractor is traveling forwardly uphill, the operator simply shifts the control lever 85 to disengage the modulated clutch 13 without shifting the transmission to disengage the forward clutch. When the tractor has rolled reversely downhill to the desired position, the lever 85 is shifted to re-engage the modulated clutch to drive the tractor again uphill. The forward clutch remains engaged during rollback since the blocking valve 181 is held in the position shown in FIG. 5 by the fluid pressure above the valve member 188 and by the spring 192. Accordingly, the inhibit control is disabled to the extent that rollback is permitted without regard to the speed of the tractor.

Should the pressure in the brake system drop, the shutoff valve 222 immediateliy connects the blocking valves 181, 182, 184 and 190 to the sump. As a result, the transmission can be shifted to any condition necessary to help stop the tractor regardless of the direction the tractor may have been traveling when the brake system failed.

I claim as my invention:

1. In a system for driving a load from a prime mover, the combination of, a transmission and a modulated clutch drivingly interposed in tandem between the prime mover and the load, said transmission having input and output shafts and having drive means engageable to establish a plurality of forward and reverse drive ratios between the input and output shafts, a control member movable to a plurality of positions each corresponding to a different drive ratio of said transmission, said control member being adjustable back and forth through a predetermined range of movement within each of said positions, means responsive to movement of said control member into different ones of said positions for engaging different selected ones of said drive means to set the transmission in a drive ratio corresponding to the control member po sition, means for sensing and signaling when the output shaft is turning in a given direction and above a predetermined speed, inhibit means responsive to said signaling to delay engagement of the particular drive means which set the transmission to a drive ratio for driving the output shaft in a direction opposite to said given direction even though said control member has been moved into a position to engage said particular drive means, means operable to disengage said modulated clutch when said control member is moved to one extreme of said range and out of a drive ratio position and operable to command re-engagement of said modulated clutch when said control member is moved into a drive ratio position and toward the other extreme of said range, and means for overriding the command and delaying re-engagement of said modulated clutch until the selected one of said drive means is fully engaged.

2. A system as defined in claim 1 in which said drive means include a plurality of clutches and a plurality of fluid actuators responsive to the supplying of pressure fluid thereto for engaging said clutches, a source of pressure fluid, a selector valve connecting said source and said fluid actuators and conducting pressure fluid to dilferent selected ones of said actuators in response to movement of said control member into different selected positions, and said inhibit means being operable in response to said signaling to prevent the conduction of pressure fluid to the particular actuator which sets the transmission to a drive ratio for driving the output shaft in a direction opposite to said given direction.

3. A system as defined in claim 2 further including a modulating actuator responsive to the supplying of pressure fluid thereto for engaging said modulated clutch, and means for suppling pressure fluid from said source to said modulating actuator only when one of said clutches is fully engaged.

4. A system as defined in claim 2 further including means for disabling said inhibit means for preventing the conduction of pressure fluid to those actuators al ready supplied with pressure fluid at the beginning of said signaling.

5. In a system for driving a load from a prime mover, the combination of, a transmission and a modulated clutch drivingly interposed in tandem between the prime mover and the load, said transmission having input and output shafts and having clutches engageable to establish a plurality of forward and reverse drive ratios between the input and output shafts, a plurality of fluid actuators responsive to the supplying of pressure fluid thereto to engage said clutches, a control member movable to a plurality of positions each corresponding to a different drive ratio of said transmission, said control member being adjustable back and forth through a predetermined range of movement within each of said positions, a source of pressure fluid, a selector valve connecting said source and said fluid actuators for conducting pressure fluid to selected ones of said actuators to activate the latter in response to the positioning of said control member to set the transmission in the drive ratio corresponding to the control member position, means for sensing and signaling when the output shaft is turning in a given direction and above a predetermined speed, inhibit means responsive to said signaling to prevent conduction of pressure fluid to those actuators which set the transmission to drive the output shaft in the direction opposite to said given direction, means for disabling said inhibit means from preventing the conduction of pressure fluid to those actuators activated at the time said signal was received by said inhibit means and as long as those actuators remain activated, a modulating actuator responsive to the supplying of pressure fluid thereto for engaging said modulated clutch, conduit means for supplying pressure fluid to said modulating actuator from said source, and a control valve in said conduit means and including means responsive to movement of said control member to one extreme of said range for stopping the supplying of pressure fluid to said modulating actuator and responsive to movement of said control member toward the other extreme of said range and responsive to setting of said transmission in any drive ratio for slowly increasing the supply of pressure fluid to said modulating actuator to a predetermined amount.

6. In a system for driving a load from a prime mover, the combination of, a modulated clutch and a multi-driveratio transmission drivingly interposed in tandem between the prime mover and the load, said transmission having input and output shafts and having means including a plurality of clutches engageable to selectively establish any one of a plurality of forward and reverse drive ratios between the input and output shafts, a plurality of fluid actuators responsive to the supplying of pressure fluid thereto to engage said clutches, a source of pressure fluid, a first control means for conducting a flow of pressure fluid from said source to different selected actuators to shift the drive ratio of the transmission, a modulating actuator responsive to the supplying of pressure fluid thereto for engaging said modulated clutch, means 'responsive to the flow of pressure fluid to said fluid actuators for preventing the supplying of pressure fluid to said modulating actuator and thereby disengage said modulated clutch while the transmission is being shifted to a new drive ratio, said last-mentioned means permitting the supplying of pressure fluid to said modulating actuator when the flow of pressure fluid to said fluid actuators has substantially stopped, means for sensing and signaling when said output shaft is turning in a given direction and above a predetermined speed, and means responsive to said signaling by said sensing means for preventing the conduction of pressure fluid to those actuators for setting the transmission in a drive direction opposite to the direction of turning of the shaft at the time of said signaling.

7. In a system for driving a load from a prime mover, the combination of, a modulated clutch and a multidrive-ratio transmission drivingly interposed in tandem between the prime mover and the load, said transmission having means including a plurality of clutches en gageable-to selectively establish any one of a plurality of forward and reverse drive ratios, first control means for shifting said transmission by engaging selected clutches to set said transmission to a desired drive ratio,

second control means for disengaging and engaging said modulated clutch to a desired degree, means responsive to each shifting operation of said first control means for causing said second control means to disengage said modulated clutch while the transmission clutches are being engaged, means for causing said second control means to reengage said modulated clutch after each operation of said first control means, means for sensing and signaling when said load is being driven in a given direction and at a speed greater than a predetermined value, and means responsive to said signaling by said sensing means for preventing said first control means from shifting said transmission to drive the load in a direction opposite to said given direction.

8. In a system for driving a load from a prime mover, the combination of, a modulated clutch and a multi-ratio transmission drivingly interposed in tandem between the prime mover and the load, said clutch being engageable and disengageable to connect and disconnect the prime mover and the transmission, said transmission having forward and reverse actuators energiz-able to establish forward and reverse drive of the load relative to the prime mover, means operable to energize and de-energize said actuators selectively, control means responsive to de-energ-ization of an actuator and automatically operable to disengage said modulated clutch, said control means being responsive to partial energization of an actuator to maintain said modulated clutch disengaged and being responsive to complete energization of an actuator to engage said modulated clutch, means for detecting and signaling when said load is being driven in a given direction and above a predetermined speed, and means responsive to said signaling for preventing energization of that actuator which establishes drive of the load in the opposite direction.

9. A system as defined in claim 8 in which said control means includes means for sensing complete energization of an actuator.

10. A system as defined in claim 9 in which the actuators are energized in response to the flow of pressure fluid thereto, and said sensing means produces a signal when the flow of fluid to the actuators drops below a predetermined amount.

11. A system as defined in claim 10 further including a modulating actuator operable in response to the flow of pressure fluid thereto to engage said modulated clutch, and said control means including a valve for permitting the flow of pressure fluid to said modulating actuator when said sensing means is producing said signal and for preventing the flow of pressure fluid to said modulating actuator in the absence of said signal.

References Cited UNITED STATES PATENTS 2,344,881 3 194 4 Jory. 2,939,557 6/1960 Dabich et al. 3,044,589 7/ 1962 Klave.

3,126,988 3/1964 Memmer. 3,262,523 7/1966 Gordon.

BENJAMIN W. WYCHE I-II, Primary Examiner. 

